Passenger and freight carrying vehicle

ABSTRACT

A vehicle having a passenger area and a freight area to transport passengers and freight, including an intermodal container. The vehicle is supported by a truck frame connected to a coach spine in a three-dimensional region so that forces from a load on the freight area are distributed over the three-dimensional region and into the passenger area. The vehicle preferably also includes a retractable axle to increase the vehicle&#39;s freight hauling capacity. An engine under the rear portion of the freight area is preferably disposed between a forward region defined by a ground clearance height and a vehicle height and a rearward region defined by the departure angle and the vehicle height. The vehicle&#39;s suspension system ensures a comfortable ride for passengers under various loading conditions.

RELATED APPLICATION

[0001] This application claims the benefit under 35 U.S.C. § 119(e) ofU.S. Provisional Application Ser. No. 60/154,889 filed on Sep. 20, 1999,entitled INTERMODAL COACH.

BACKGROUND OF THE INVENTION

[0002] 1. Field of the Invention

[0003] The present invention relates generally to both the fields ofground transportation of passengers and ground transportation offreight.

[0004] 2. Statement of the Problem

[0005] The adoption of uniform standards for containers in 1968 by theInternational Standards Organization (ISO) precipitated a rapid growthof the containerized freight industry. Shipping companies quicklyrecognized the advantages of intermodal containers as opposed totraditional break-bulk transportation of cargo. Traditionally,break-bulk transportation required the cargo to be packaged andrepackaged in-route (e.g., from truck trailer to rail car to ship).Containerization on the other hand, permits cargo to move from a pointof origin to a final destination in a single intermodal container, thusreducing costs, shipping time, and minimizing customs formalities. Thesame container can be carried successively by ship, by rail car, and bytruck. In addition, break-bulk transportation continues to play a majorrole in the freight industry.

[0006] Although passenger coaches travel many of the same routes astrains and trucks, and indeed even service some routes not regularlyserviced by trucks or trains, the currently structured coach industrydoes not significantly participate in the freight market. Although thecurrently structured coach industry can haul limited loads (e.g., small,lightweight packages on some routes) along with passengers, it is notcurrently equipped to significantly enter the freight market while stillserving passengers.

[0007] In addition, some routes serviced by coaches become unprofitableas the cost of servicing the route exceeds passenger demand, therebyreducing the mobility of people living in these isolated or outlyingareas that are unable to afford private transportation (e.g., someelderly, disabled, and economically disadvantaged residents). Likewise,congestion in many urban areas is also becoming an ever increasingproblem and operating separate coaches and freight trucks in these areasincreases the congestion and associated pollution.

[0008] Therefore, to serve the transportation needs of outlyingcommunities and congested urban areas and participating in the freightmarket, the following needs exist in the coach industry:

[0009] 1. to transport containerized freight while simultaneouslytransporting passengers;

[0010] 2. to provide a chassis that supports both a passenger area and afreight area.

[0011] 3. to provide a comfortable and quiet passenger area adjacent afreight area;

[0012] 4. to arrange the wheels and axles of the vehicle to supportvarious loading conditions, and to provide traction, maximize fuelefficiency, and minimize tire wear;

[0013] 5. to provide a suspension system that supports freight whilemaintaining the comfort and quiet of the ride for passengers;

[0014] 6. to interconnect the frame supporting the passenger area withthe frame supporting the freight area in such a way that the stress andforces are transferred throughout the vehicle;

[0015] 7. to distribute the forces acting on the vehicle from both thepassenger area and the freight loaded thereon under various passengerand freight loading conditions;

[0016] 8. to position the engine in such a way that minimum groundclearances are maintained while maximizing the height of the freightthat can be loaded onto the freight area;

[0017] 9. to improve the profitability of existing routes by haulingfreight in addition to passengers;

[0018] 10. to expand market share in the coach industry by adding newroutes;

[0019] 11. to combine both freight and passenger service, especially inheavily congested areas;

[0020] 12. to aggressively price passenger tickets by supplementingpassenger fares with freight transportation fees;

[0021] 13. to provide a flexible vehicle (i.e., one that can be used indifferent freight markets with little or no modification to thevehicle).

[0022] The prior art does not address these concerns. For example,Wirbitzky, NEOPLAN, double-decker buses, pp. 162-163 (1980), shows atest bus having a passenger compartment and a container for shuttleservice between two NEOPLAN assembly plants. The test bus was designedto test suspension by placing a load on the back. The freight container,while removable, is not the standardized intermodal container discussedabove that can be used interchangeably between other modes oftransportation (e.g., train, ship, and truck). The test bus wasconstructed using a Spaceliner (a proprietary design of Neoplan Germany)and not a double-decker coach. A Spaceliner is a coach featuring araised full length passenger level above a lowered driver, baggage,galley, and lavatory area. In addition, wheel and axle numbers andarrangements that would support the vehicle under various loadingconditions are not shown nor discussed. No details are given withrespect to the frame or frames supporting the vehicle, the suspension,or other structural details. Nor are any examples of use given, such asexpanding market share in both passenger and freight markets, adding newroutes, scheduling the simultaneous transportation of freight andpassengers, etc.

SUMMARY OF THE INVENTION

[0023] 1. Solution to the Problem.

[0024] This invention provides a vehicle capable of simultaneouslytransporting freight and passengers. The freight area is designed sothat the vehicle can transport standard intermodal containers. As such,the cargo can be readily interchanged with other modes of transportation(e.g., ship, railcar, truck, etc.). The chassis of the present inventionprovides the requisite strength and associated structure to support botha passenger area and freight loaded thereon. The passenger area isdesigned to provide passenger comfort and safety. That is, the passengerand freight areas are preferably dimensioned to reduce wind resistanceand the rear wall of the passenger area is reinforced. The axles andcorresponding wheels are arranged so that the vehicle can carrysignificant volumes of freight, as well as smaller volumes on a frequentbasis. A retractable axle can be lowered to support a larger load orraised with smaller loads to increase fuel efficiency and reduce tirewear. The suspension system provides a consistently comfortable ride forpassengers under various passenger and/or freight loadings. A truckframe and a coach spine are interconnected in a three-dimensional regionto provide the strength (i.e., distribute stresses and forces throughoutthe vehicle) and durability to simultaneously haul freight andcomfortably transport passengers. The forces acting on the vehicle fromboth the passenger area and the freight loaded thereon are distributedso that the vehicle meets or exceeds transportation safety andstructural standards under various loading conditions. The engine isdisposed in the rear of the vehicle in such a way that minimum groundclearances are maintained and the height of the freight loaded onto thevehicle is maximized.

[0025] In addition, the vehicle transports both passengers and freight,thus increasing the profitability of existing routes (i.e., thetransport of freight provides a guaranteed source of income regardlessof the number of passengers, if any). The vehicle also makes it possibleto expand market share by adding new routes, especially in rural oroutlying areas not currently serviced by mass transportation. Likewise,the vehicle combines both freight and passenger service, reducingcongestion in heavily populated areas. The vehicle permits passengerfares to be supplemented with freight transportation fees so thatpassenger tickets can be aggressively priced. The vehicle can carrydifferent types of freight (e.g., rural mail service, inter-cityexpedited freight, and secure and direct auto delivery, etc.) anddifferent quantities of freight to many areas (e.g., freight stagingareas, warehouses, direct delivery, airports, etc.) with little or nomodification to the vehicle itself, making it a flexible vehicle for usein many freight markets.

[0026] 2. Summary.

[0027] The vehicle of the present invention has both a forwarddouble-decker passenger area and a flatbed area preferably extendingrearward from the passenger area. A coach chassis, having a coach spineconnected to a truck frame in a three-dimensional region, supports boththe passenger area and the flatbed area and provides the passengers witha gentle, comfortable ride while the vehicle is loaded to varyingdegrees with freight (e.g., an intermodal container loaded and securedto the flatbed or freight area). In addition, the freight is preferablyloaded onto the flatbed or freight area so that the top of the passengerarea is flush with the freight and the sides of the freight are insetfrom the sides of the passenger area, thus reducing wind resistance andfurther providing the passengers with a quiet, comfortable ride.Attachments or connectors (e.g., at each corner of the flatbed area) canbe used to removably secure the freight (e.g., an intermodal container)to the flatbed area of the intermodal coach.

[0028] The truck frame is connected at least to the coach spine andpreferably also connected in a three-dimensional region to the passengerarea. Specifically, the coach spine extends beneath and to the rear wallof the passenger area while the truck frame extends beneath the freightarea and through the passenger area rear wall and overlaps the coachspine. The truck frame is connected to the coach spine along the overlapby a plate. The passenger and freight areas are further integrallyconnected in the three-dimensional region by a series of supportmembers. In a preferred embodiment, a first cross member extends acrossthe front portion of the truck frame and connects the coach spine to thetruck frame, and a three-part cross member connects the coach spine tothe truck frame and to the rear and side walls of the passenger area.Rear support members are connected to the truck frame at the rear walland extend vertically upward therefrom to connect at the second level ofthe passenger area. Front support members are connected to the truckframe at the first cross member and extend vertically upward therefromto connect at the second level of the passenger area. Furthermore, afirst diagonal support member is connected to the truck frame at thefirst cross member and extends diagonally upward therefrom to connect atthe second level above the second cross member. A second diagonalsupport member is connected to the truck frame at the second crossmember and extends diagonally upward therefrom to connect at the secondlevel above the first cross member. Preferably, the first and seconddiagonal support members crisscross one another at the respectivemidpoints. As such, the truck frame and coach spine are integrallyconnected in a three-dimensional region of the passenger area so thatwhen a load is placed on the freight area, the resulting forces aredistributed over the truck frame and into the passenger area.

[0029] The vehicle of the present invention also preferably includes afront axle with a front set of wheels beneath the front portion of thepassenger area. A drive axle with dual drive wheels, supported by atrailing arm suspension, and a tag axle with a pair of tag wheels ispositioned beneath the rear portion of the freight area behind the driveaxle. In addition, preferably, a retractable axle is positioned beneaththe freight area between the passenger area and the drive axle. A liftmechanism moves the retractable axle between a retracted position and anextended position. As such, the retractable axle increases the freighthauling capacity of the vehicle.

[0030] Also in a preferred embodiment, the engine is positioned underthe rear portion of the freight area and disposed between a forwardregion defined by a ground clearance height and a vehicle height and arearward region defined by the departure angle and the vehicle height.

[0031] These and other advantages, features, and objects of the presentinvention will be more readily understood in view of the followingdetailed description and the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The present invention can be more readily understood inconjunction with the accompanying drawings, in which:

[0033]FIG. 1 is a perspective view of a vehicle and intermodalcontainers of the present invention.

[0034]FIG. 2(a) is a top plan view of the lower level of the vehicle ofthe present invention taken along line 2 a-2 a in FIG. 3.

[0035]FIG. 2(b) is a top plan view of the upper level of the vehicletaken along line 2 b-2 b in FIG. 3.

[0036]FIG. 3 is a side view with a partial cutaway of the vehicle shownin FIG. 1.

[0037]FIG. 4(a) is a rear perspective view of the vehicle shown in FIG.1.

[0038]FIG. 4(b) is a rear perspective view of the vehicle in FIG. 4(a)loaded with an intermodal container.

[0039]FIG. 5(a) is a side view of a prior art connector in the unlockedposition.

[0040]FIG. 5(b) is a side view of a prior art connector in the lockedposition.

[0041]FIG. 6(a) is a perspective view of another embodiment of thevehicle of the present invention having a retractable axle.

[0042]FIG. 6(b) is a perspective view of the vehicle in FIG. 6(a) showncarrying an automobile on the freight area.

[0043]FIG. 7 is a spatial view showing several components of the vehiclein FIG. 6(a).

[0044]FIG. 8(a) is a side view of the vehicle shown in FIG. 6(a) withthe retractable axle extended.

[0045]FIG. 8(b) shows the retractable axle retracted.

[0046]FIG. 8(c) is a top view of the lower level of the vehicle shown inFIG. 8(a) taken along line 8 c-8 c in FIG. 8(a).

[0047]FIG. 8(d) is a top view of the upper level of the vehicle shown inFIG. 8(a) taken along line 8 d-8 d in FIG. 8(a).

[0048]FIG. 8(e) is a perspective view showing details of a trailing armsuspension.

[0049]FIG. 9(a) is a detailed side view of the three-dimensional regionbetween the coach spine and the truck frame of the vehicle shown in FIG.5.

[0050]FIG. 9(b) is a cross sectional view of the three-dimensionalregion taken along line 9 b-9 b of FIG. 9(a).

[0051]FIG. 9(c) is a top plan view of the three-dimensional region takenalong line 9 c-9 c in FIG. 9(a).

[0052]FIG. 9(d) is a perspective view of the three-dimensional regionshown in FIG. 9(a).

[0053]FIG. 10(a) illustrates the forces acting on the vehicle shown inFIG. 6(a) when there is no load on the freight area.

[0054]FIG. 10(b) illustrates the forces acting on the vehicle shown inFIG. 6(a) when there is a partial load on the freight area.

[0055]FIG. 10(c) illustrates the forces acting on the vehicle shown inFIG. 6(a) when there is a full load on the freight area.

[0056]FIG. 11 is a side view of the rear portion of the vehicle shown inFIG. 6(a) illustrating the engine position.

DETAILED DESCRIPTION OF THE INVENTION

[0057] 1. Overview.

[0058]FIG. 1 shows a perspective view of an intermodal coach or vehicle100 of the present invention. The vehicle 100 has a coach chassis 110that supports a passenger area 120 and a flatbed area or freight area130 preferably extending rearward from behind the passenger area 120. Anintermodal container 150 can be conventionally loaded (e.g., using aforklift, a crane or any other suitable lifting device) onto the flatbedarea 130 and transported to various destinations by the vehicle 100.

[0059] It is to be expressly understood that the term “coach chassis” asused herein is used to generally refer to the underlying structure onwhich the passenger area 120 and the freight area 130 are constructed.One embodiment of such a “coach chassis” is discussed in more detailbelow with respect to an alternative embodiment of the vehicle 100 a(see FIGS. 6(a) and 6(b)). The embodiment of FIGS. 6(a) and 6(b)includes a coach spine 820 and truck frame 830 that are interconnectedto one another to support both the passenger area 120 a and the freightarea 130 a.

[0060] In addition, it is to be understood that the flatbed or freightarea 130 in FIG. 1 (or 130 a in FIGS. 6(a) and 6(b)) can be made ofheavy decking material (i.e., a “flatbed area”), but is preferably madeof lightweight decking material (i.e., a “freight area”) to increase thehauling capacity of the vehicle 100. An embodiment made of heavy deckingmaterial provides sufficient strength to carry loads without anyadditional supporting platform being mounted thereon, whereas anembodiment made of lightweight decking material requires an additionalsupporting platform (i.e., an intermodal container or intermodal supportplatform) be mounted thereon prior to placing a load in the freight area130. The present invention contemplates both embodiments and the terms“flatbed area” and “freight area” are used interchangeably herein.

[0061] It is also to be understood that although in the preferredembodiment the passenger area 120 is at the forward portion of theintermodal coach or vehicle 100, the passenger area 120 can bepositioned in any convenient manner. By way of example, and notintending to limit the scope of the present invention, the passengerarea 120 can be positioned at the rearward portion of the vehicle 100,in which case a separate driver area (not shown) would be provided nearthe front of the vehicle 100 behind which the intermodal container 150would be loaded, and the passenger area 120 would thus be positionedbehind the intermodal container 150. Indeed, in some embodiments, thepassenger area 120 can be split so that the intermodal container 150 isloaded between separate portions of the passenger area 120.

[0062] The terms “coach” and “bus” are used by the mass transit industryto distinguish between inter-city passenger vehicles (i.e., “coaches”)and inner-city passenger vehicles (i.e., “buses”). That is, “coaches”typically have more amenities (e.g., a latrine, individual high-backseating, insulation for a quiet passenger area, etc.), luggagecompartments, large capacity fuel tanks, and other features which make acoach more suitable for long-distance travel. On the other hand, “buses”typically have only the “bare-bone” necessities (e.g., bench seating).However, it is to be expressly understood that the term “vehicle” and“coach” as used herein are intended to include both inter-city passengercoaches as well as inner-city passenger buses. Indeed, the vehicle ofthe present invention is not limited to long-distance travel and can beused as an inner-city passenger and freight vehicle.

[0063] Preferably, the passenger area 120 is a double-decker passengerarea (i.e., has two levels 200 and 210 shown in FIGS. 2(a) and 2(b),respectively). In addition, a club or table area can be provided (e.g.,on the lower level). Accommodations can also be provided for handicappedpassengers, including wheelchair seating and wheelchair access (e.g.,ramps, lifts, etc.), a handicapped-accessible lavatory, etc. Inaddition, luggage bays 220 (e.g., one or two) and overhead shelving (notshown) for carry-on luggage are preferably provided.

[0064] It is to be expressly understood that in some embodiments thepassenger area 120 can have only a single level or it can have more thantwo levels. In addition, the configuration of the passenger area 120(e.g., passenger seating, luggage bays, amenities, etc.) is immaterialto the present invention.

[0065] In a preferred embodiment the dimensions of the flatbed orfreight area 130 are such that when the intermodal container 150 isloaded onto the flatbed or freight area 130, the top of the passengerarea 120 is substantially flush 470 (see FIG. 4(b)) with the intermodalcontainer 150 and the sides of the intermodal container 150, althoughslightly inset 475 (see FIG. 4(b)) in a preferred embodiment, aresubstantially flush with each side of the passenger area 120, as shownin FIG. 4(b). As such, wind resistance is reduced to maintain fueleconomy and further provide the passengers with a quiet, gentle andcomfortable ride. In addition, the vehicle 100 does not exceed standardclearances and meets or exceeds transportation safety standards.

[0066] 2. Specifications.

[0067] In a preferred embodiment (shown in FIG. 3), the intermodal coachor vehicle 100 is powered by a conventionally available engine 300,cooled by a conventionally available radiator 340. A conventionallyavailable transmission (not shown) drives the vehicle 100. The driveaxle 320, the front axle 330 and a pusher or tag axle 335 (i.e., a loadbearing axle that is not powered) are conventionally available. Eachaxle is preferably provided with independent air suspension.

[0068] The coach chassis 110 is preferably comprised of a frame 125, anintermodal support 135 and a bus suspension 140, shown in FIG. 3. Thebus suspension is preferably designed to provide a gentle, quiet ridefor the passengers in the passenger area 120. The frame 125 andintermodal support 135, on the other hand, are preferably designed forstrength to support the intermodal container 150.

[0069] The intermodal coach or vehicle 100 dimensions, weightrestrictions, and other design considerations can all be conventionallycomputed based on the size and weight of the intermodal container 150,passenger capacity, safety regulations, etc. In some embodiments, forexample where greater or fewer passengers are accommodated for, thespecifications including the maximum allowable container weight can bemodified accordingly. Likewise, the values can be changed to reflectfuture safety regulations, so long as the vehicle 100 of the presentinvention has a coach chassis 110 that can both support a load whilemaintaining the comfort of the ride for the passengers in passenger area120, and that the comfort of the ride be maintained even without a load.That is, the vehicle 100 can be driven empty (FIG. 4(a)) or loaded (FIG.4(b)) and either way preferably preserve the comfort of the ride for thepassengers (e.g., the ride will not be, or will only slightly be,affected whether the vehicle 100 is driven empty or loaded with anintermodal container 150). Furthermore, as shown in FIGS. 4(a) and 4(b),preferably taillights, brake lights, license plates, etc. areindependent of the intermodal container 150. Thus, even when the vehicle100 is driven empty, the taillights, brake lights, etc. are stillvisible. However, in some embodiments, electrical connections can beprovided for the intermodal container 150 (e.g., for lighting,refrigeration, etc.).

[0070] 3. Intermodal Containers.

[0071] A typical intermodal container 150 shown in FIG. 1 is arectangular, corrugated steel framed container. Intermodal containers150 are conventionally available and commonly used to transportcontainerized freight by ship, by train, and by truck.

[0072] Preferably, the present invention uses intermodal containers 150conforming to the International Standards Organization (ISO) uniformstandards for containers. That is, the basic intermodal container 150 isa general purpose dry freight standard container measuring twenty feetlong, eight feet wide, and eight and one-half feet high. In general,twenty-foot containers are used to carry heavy, dense cargo loads (e.g.,industrial parts and certain food products) and in areas where transportfacilities are less developed. Because the vehicle 100 of the presentinvention is limited in length by the passenger area 120, a preferredembodiment of the intermodal coach or vehicle 100 is constructed tocarry the standard twenty-foot intermodal container 150.

[0073] The intermodal container 150 can be any suitable color or haveany suitable design thereon. In one embodiment, the intermodal container150 is painted to correspond to the color scheme or design of thevehicle 100 (e.g., the carrier's name) or can have advertisementsthereon. However, in a preferred embodiment shown in FIGS. 4(a) and4(b), the intermodal container 150 is not owned by the owner of thevehicle 100, and the vehicle 100 is merely serving to transport theintermodal containers 150 of others. In such an embodiment, theintermodal container 150 can be wrapped in a cover 400 (e.g., plastic,canvas, or other suitable cover material). The cover 400 in turn canhave advertising 410, the coach logo 420, etc. displayed thereon (e.g.,applied directly to the cover 400, clipped to the cover 400, etc.).

[0074] It is to be expressly understood that any cargo can be shipped inthe intermodal container 150 and will only be limited by the Departmentof Transportation (i.e., weight and/or safety regulations). Indeed, theintermodal container 150 need not be an enclosed container and caninstead be a platform such as is conventionally available fortransporting heavy equipment. In such a case, the equipment (e.g.,tractors, automobiles, airplane parts, etc.) to be transported issecured within or to the intermodal container 150 (or to a platform, notshown) independent of the vehicle 100 and loaded as a single unit ontothe flatbed or freight area 130 of the vehicle 100. Similarly, theintermodal container 150 can have a conventionally available tank (notshown) attached thereto. Again, the tank is secured to a standardintermodal platform independent of the vehicle 100 and the standardintermodal platform is then loaded and secured onto the flatbed orfreight area 130 of the vehicle 100.

[0075] 4. Attachments.

[0076] The intermodal container 150 is secured to the flatbed or freightarea 130 of the intermodal coach using attachments 460, shown in FIGS.4(a) and 4(b). Attachments 460 are conventionally available andpreferably standard to facilitate the interchangeability of theintermodal container 150 between various carriers (e.g., between a truckand the intermodal coach or vehicle 100, or between a train and theintermodal coach or vehicle 100, etc.).

[0077] Attachments 460 are preferably conventional lift/stack fittings.That is, the intermodal container 150 typically has an oval shaped hole465 formed within each of the four corners of the intermodal container150. When stacked at a freight yard (see e.g., FIG. 1), the containersare conventionally connected to one other using inter-box connectors(IBCs), which are hardware that fit into the oval holes of eachcontainer above and below and can be turned to lock the two together. AnIBC-type attachment 460 (FIG. 4(a)) is also used to secure theintermodal container 150 to the flatbed or freight area 130 of theintermodal coach or vehicle 100.

[0078] In the preferred embodiment, four attachments 460 are provided,one on each corner of the flatbed or freight area 130, thus facilitatingthe interchangeability of the intermodal containers 150 between theintermodal coach or vehicle 100 and other transportation vehicles andstorage facilities (see FIG. 4(a)). However, in an alternativeembodiment, more than four attachments 460 can be provided. For example,one attachment 460 can be provided at each corner, and one or moreattachments 460 can be provided between each corner. Likewise, theintermodal container 150 can be secured to the flatbed or freight area130 using more than one type of attachment 460. For instance, fourattachments 460 can be provided, one at each corner of the flatbed orfreight area 130, and the intermodal container 150 can be additionallystrapped to the flatbed area 130 using a conventional strap or chain.

[0079] It is to be expressly understood that any suitable attachment 460can be used under the teachings of the present invention. For example,latches can be used. Alternatively, a barrier can be formed around theperimeter of the flatbed or freight area 130 to keep the intermodalcontainer 150 from sliding laterally, and the intermodal container 150can then be strapped to the flatbed or freight area 130. Otherembodiments for securing the intermodal container 150 to the flatbed orfreight area 130 of the vehicle 100 will occur to those skilled in theart and the scope of the present invention is not to be limited by thenumber or type of attachments 460 used.

[0080] FIGS. 5(a) and 5(b) show a conventionally available attachment orconnector 460 that can be used under the teachings of the presentinvention to removably secure an intermodal container 150 to the freightarea 130 of the vehicle 100. A housing 510 is connected (e.g., welded orbolted) to the freight area 130 so that a handle 520 is preferably belowthe surface 135 and an oval shearblock 530 extends above the surface135. The handle 520 is connected to the oval shearblock 530 so that asthe handle 520 is turned (e.g., in the direction of arrow 525), the ovalshearblock 530 also rotates so that the oval is facing ninety degreesfrom its starting position (e.g., see FIGS. 5(a) and 5(b)). Thus, in useas shown in FIG. 5(a), an intermodal container 150 is placed onto thefreight area 130 so that the oval holes 465 formed in the bottom of theintermodal container 150 line up with the oval shearblock 530 and theoval shearblock 530 thus extends up and is received into the oval hole465. The handle 520 is then rotated 525 so that the oval shearblock 530rotates within the oval hole 465 and locks the intermodal container 150in place on the freight area 130. When an oval shearblock 530 is notproperly aligned (i.e., so that the oval shearblock 530 fits readilythrough the oval hole 465), the oval shearblock 530 is forced downwardby the intermodal container 150. The handle 520 is then rotated 525 toalign the oval shearblock 530 with the oval hole 465 so that the ovalshearblock 530 (preferably spring-biased) is received within the ovalhole 465. Once properly aligned within the oval hole 465, the handle 520is turned 525 and the intermodal container 150 is locked onto thefreight area 130 as shown in FIG. 5(b). Once the handle 520 is turned sothat the intermodal container 150 is locked into place on the freightarea 130, latch 540 can be pivoted (e.g., in the direction of arrow 545)over the handle 520 and engages the handle 520 at notch 550, thussecuring the handle 520 so that it does not unlock. To remove theintermodal container 150, the latch 540 is opened and the handle 520 isrotated in the opposite direction of arrow 525 to unlock connector 460from the intermodal container 150.

[0081] It is to be expressly understood that other connectors orattachments (e.g., straps, etc.) can be used under the teachings of thepresent invention and the present invention is not limited to that shownand described with respect to FIGS. 5(a) and 5(b).

[0082] 5. Overview of an Alternative Embodiment.

[0083] An alternative embodiment of the vehicle of the present invention(i.e., 100 a) is shown in FIGS. 6(a) and 6(b). The vehicle 100 a haspassenger area 120 a similar to that described above, and a freight area130 a. In addition, a lift axle or retractable axle 600 is showndisposed beneath the freight area 130 a behind the passenger area 120 a,as explained in more detail below.

[0084] It is to be expressly understood that the retractable axle 600need not be positioned directly behind the passenger area 120 a. Forexample, in other embodiments the retractable axle 600 can be positionedbeneath the passenger area 120 a, at the rear portion of the freightarea 130 a, or between the drive axle 760 and the tag axle 770.Likewise, passenger area 120 a need not be a double-decker coach.

[0085] The vehicle 100 a is shown carrying two, ten-foot long intermodalcontainers 150 a and 150 b, removably attached to the freight area 130 asimilarly to that described above with respect to the single intermodalcontainer 150. The vehicle 100 a can be operated as a conventionalfreight carrier in the trucking industry. That is, the doors 610 ofcontainer 150 a are opened, and some freight 620 is removed from thecontainer 150 a (e.g., using forklift 625), then the doors 610 areclosed and the vehicle continues to the next stop with the samecontainer 150 a. Indeed, the freight area 130 a can be an enclosure thatis constructed as an integral part of the vehicle 100 a and need not beremovable at all. Alternatively, entire containers 150 a,b can bedelivered, removed, and the vehicle 100 a reloaded with other containers150 a,b. As such, the vehicle 100 a can participate in any number offreight markets. For example, the vehicle 100 a can be used to deliverindividual shipments to loading docks (e.g., under a post office orpackage delivery contract, or automobiles to dealerships), deliverindividual shipments to multiple destinations (e.g., a shipment ofclothes to a retail outlet and a shipment of electronics to anotherretail outlet or warehouse), or deliver entire containers (e.g., tofreight staging areas, warehouses, shipyards, trains), etc.Alternatively, the vehicle 100 a can operate in a combination mode wheresome freight 620 is unloaded at several stops and the entire container150 a is unloaded from the vehicle 100 a and a full container 150 a isloaded onto the vehicle 100 a at the final stop. The above examples aremerely illustrative of the various and different types of freight thevehicle 100 a can carry and other embodiments are contemplated under theteachings of the present invention.

[0086] It is understood that the vehicle 100 a of the present inventionis not to be limited by the type of freight loaded onto freight area 130a. That is, a single intermodal container 150 (FIG. 1), multipleintermodal containers 150 a, 150 b (FIG. 6(a)), or other types ofcontainers (e.g., containerized platforms, airline belly containers,etc.) can be used under the teachings of the present invention. Anysuitable type and number of container can be used under the teachings ofthe present invention. In other embodiments the container can bepermanently attached or integrally formed as part of the freight area130 a of the vehicle 100 a. Indeed, in another embodiment shown in FIG.6(b), the freight loaded on a flatbed area 130 a (i.e., havingsufficient support structure or heavy decking as described above) neednot be containerized at all (e.g., automobile 630, constructionequipment, lumber, conduit, etc.) and can be attached to the freightarea 130 a using any suitable conventional attachments (e.g., straps640, chains, gates, etc.). It is also understood that the freight (e.g.,container 150, automobile 630, etc.) can be loaded using anyconventional means such as forklifts, cranes, ramps, etc.

[0087] Table I lists the specifications for a preferred embodiment ofthe vehicle 100 a shown in FIGS. 6(a) and 6(b). TABLE I ParameterSpecification Overall Length 538.5 inches Overall Width 102 inchesOverall Height 161.5 inches Passenger Area Length 260 inches PassengerArea Standing Height 69.5 inches (per Level) Front Overhang 92.8 inchesWheelbase 269 inches Rear Axle Spacing 61.9 inches Rear Overhang 114.7inches Retractable Axle Spacing 72.68 inches forward of drive axleApproach Angle 9 degrees Departure Angle 9 degrees

[0088] The above set of specifications are preferred. It is to beexpressly understood that these specifications can vary withoutdeparting from the teachings of the present invention.

[0089] 6. Details of the Frames.

[0090] The major components of the vehicle 100 a, including the frames,are shown in FIG. 7. A forward frame 820 is connected (e.g., welded,bolted, etc.) beneath the passenger area 120 a to support the passengerarea 120 a. The forward frame 820 is preferably a conventionallyavailable coach spine that has been modified for use with the vehicle100 a. That is, the forward frame or coach spine 820 is preferablyshortened to extend from the front of the passenger area 120 a to therear wall 910 of the passenger area 120 a. A rearward frame 830 (e.g.,10 inch×0.25 inch×3 inch flange, 110,000 psi yield strength) isconnected beneath the freight area 130 a to support the freight area 130a. The rearward frame 830 is preferably a conventionally available truckframe that has been modified for use with the vehicle 100 a. That is,the rearward frame or truck frame 830 preferably extends from the rearportion of the freight area 130 a through the rear wall 910 and into thepassenger area 120 a where it overlaps (i.e., 940) with the coach spine820 and is connected thereto by plate 920 (FIG. 9(a)), as explained inmore detail below. In addition, a container or cargo frame 720 can beconnected over the truck frame 830 to provide additional structural andlateral support for freight loaded on the freight area 130 a, to attachconnectors 460 (FIGS. 5(a) and 5(b)), etc.

[0091] It is to be expressly understood that the structure of the coachspine 820 (FIG. 7) is conventional and can vary based on designconsiderations. Indeed, the coach spine 820 need not be modified as setforth above, and can for example, abut the truck frame 830. In anotherembodiment, the coach spine 820 and the truck frame 830 can beintegrally formed as a single frame having the respectivecharacteristics of each frame 820, 830. Preferably, the container orcargo frame 720 and the truck frame 830 bear the majority of the load onthe freight area 130 a and structure of the freight area 130 a providesa finished appearance. However, in another embodiment, the structure ofthe freight area 130 a can provide additional support for the load. Alsoin an alternative embodiment, the container or cargo frame 720 can beintegrally formed as part of the truck frame 830 or omitted altogether.

[0092] 7. Passenger Area.

[0093]FIG. 8(a) is a side view of the vehicle 100 a. The passenger area120 a is shown cut-away to reveal the seating arrangement therein. It isto be understood, however, that many other seating arrangements,including those that comply with government disability regulations, arecontemplated under the teachings of the present invention. Likewise, aluggage compartment 220 a (carrying luggage 225 a) is shown against therear wall 910 of the passenger area 120 a.

[0094]FIG. 8(d) is a top view taken along line 8 d-8 d of FIG. 8(a).Passenger seating (e.g., 880) is shown on the top level of the passengerarea 120 a. In a preferred embodiment, up to 35 passenger seats arearranged on the first and second levels. However, it is to be expresslyunderstood that any suitable number and arrangement of passenger seatingcan be provided in the passenger area 120 a under the teachings of thepresent invention. In addition, as explained above, handicap seating,beds, a galley, a bar, and other amenities in the passenger area 120 aare contemplated by the present invention. It is to be expresslyunderstood that although the passenger area 120 a is conventional, thedesign can vary based on design considerations such as the shape,height, levels, etc. of the passenger area 120 a.

[0095] 8. Wheel and Axle Arrangement.

[0096] The retractable axle 600 is shown in FIG. 8(a) in the extendedposition. FIG. 8(b) illustrates the retractable axle 600 going from anextended position 810 (e.g., as shown in FIG. 8(a)) to a retractedposition 815. FIG. 8(c) is a top view taken along line 8 c-8 c of FIG.8(a) to show the arrangement of axles and wheels beneath the passengerarea 120 a and the freight area 130 a. Preferably, the vehicle 100 a hasa front axle 750 (e.g., a conventionally available 8.5 metric ton axlethat can support up to 18,734 lbs) beneath the passenger area 120 a witha pair of wheels 755 and tires (e.g., Michelin 315/65R 22.5, 9370 lbs)attached thereto. A drive axle 760 (e.g., Meritor, Spicer ZF, etc. axlethat can support up to 26,000 lbs) connected by a drive shaft 762 to theengine 740 preferably has a pair of dual wheels 765 a,b and tires (e.g.,Michelin 12R/22.5, 6750 lbs) beneath the freight area 130 a. A tag axle770 (e.g., a conventionally available axle that can support up to 16,540lbs) behind the drive axle 760 provides additional support to thefreight area 130 a and has a pair of wheels 775 and tires (e.g.,Michelin 12R/22.5, 7390 lbs) attached thereto. The vehicle 100 a alsohas a retractable axle 600 (e.g., Neway Airlift Axle NLA-200T that cansupport up to 20,000 lbs; available from Holland Neway International,Inc., Muskegon, Mich., hereinafter “Neway”) behind the passenger area120 a beneath the freight area 130 a ahead of the drive axle 760. A pairof wheels 605 and tires (e.g., Michelin 12R/22.5, 7390 lbs) arerotatably mounted to the retractable axle 600.

[0097] Preferably a conventionally available manual activation system(i.e., available from Neway) is provided that operates the retractableaxle 600 between the positions 810, 815 shown and discussed with respectto FIG. 8(b). It is understood that automatic activation systems arealso conventionally available. Likewise, a conventionally available loadsensor (not shown) can be used under the teachings of the presentinvention and either mounted inside the passenger area 120 a (e.g., inview of the driver) or at or near the axles to measure the weight of theload on the freight area 130 a. A conventionally available gauge orother display (also not shown) can be provided again either in view ofthe driver or at or near the axles to display the weight of the loadmeasured by the load sensor.

[0098] It is understood that the term “axle” as used herein refers tothe structure supporting at least one pair of wheels on opposing sidesof the vehicle 100 a, and is not limited to a single structure. Forexample, the term “axle” includes the entire structure and allconventionally associated components supporting both front wheels 755 oneither side of the vehicle 100 a shown in FIG. 8(c) as well as thestructure 600 supporting both retractable wheels 605 on either side ofthe vehicle 100 a shown in FIG. 8(c). It is also to be expresslyunderstood that the axle arrangement shown in FIG. 8(c) and describedabove is that of a preferred embodiment, however, other axle andwheel/tire arrangements, including the number thereof, are contemplatedunder the teachings of the present invention.

[0099] 9. Suspension System.

[0100] The vehicle 100 a also has a freight suspension system (e.g., 850in FIG. 8(c)) that preferably includes at least conventional adjustableair springs 855 a,b,c (and on each side of the respective axles) thatcan be adjusted according to the load placed on the freight area 130 a.Likewise, a passenger suspension system 860 with adjustable air springs865 provides passengers riding in the passenger area 120 a with aconsistently smooth, comfortable ride under various loadings (i.e.,those described below with respect to FIGS. 10(a)-10(c)). The drive axle760 preferably includes a trailing arm suspension 870. Details of thetrailing arm suspension 870 are shown in more detail in FIG. 8(e). Thetires, wheels and brakes are not shown in FIG. 8(e) for clarity. Thedrive axle 760 is preferably positioned 269 inches back from the frontaxle 750 and rigidly attached to the trailing arm 871. The trailing arm871 is fastened to the truck frame 830 with a frame mounting bracket872. When at least one of the tires 765 a,b of the drive axle 760strikes a bump, the drive axle 760 and trailing arm 871 move upward(e.g., in the direction of arrow 873), pivoting about the trailing armpivot 874. The upward movement 873 of the trailing arm 871 compressesthe air spring 855 c and signals the air leveling valve 875 to readjustair pressure to the air spring 855 c to level the vehicle 100 a.Movement of the vehicle 100 a is restrained by the transverse beam 876which increases roll stability or resistance to lean, by the track bar877 which restricts lateral movement or sway by the torque rod 878 whichrestricts axle roll and by the shock absorber 879 which dampens orcushions the movement of the air spring 855 c.

[0101] It is to be understood that other suspension systems can be usedunder the teachings of the present invention to provide the requisiteride to the passengers and support for the freight and indeed, differentsuspension systems can be used for different axles or different areas(e.g., the passenger area 120 a and the freight area 130 a).

[0102] It is understood that the term “comfortable” as used herein meansa ride comparable to what a passenger riding in a conventional motorcoach would expect. That is, the passengers in the passenger area 120 ado not notice a significant difference in the ride when the vehicle 100a is carrying a full load, a partial load, or no load at all, and theride is consistently or close to what a passenger would expect from aconventional motor coach. The comfort of the ride provided by thesuspension system can also be supplemented by the seating (e.g., 880),design of the passenger area 120 a, arrangement of the loads on freightarea 130 a to reduce wind resistance, sound proofing, etc. It is also tobe expressly understood that while the freight suspension system 850 isshown and described with respect to the rear axle 770, each axle 750,760, 770, and 600 preferably has an associated suspension system.

[0103] 10. Connection of the Coach Spine to the Truck Frame.

[0104] FIGS. 9(a) through 9(d) show the connection of the coach spine820 to the truck frame 830 (i.e., the three-dimensional region 840). Thecoach spine 820 is shown supporting the passenger area 120 a andextending to the rear wall 910 of the passenger area. The truck frame830 is shown beneath the freight area 130 a and extending through therear wall 910 and overlapping at 940 with the coach spine 820. In thepreferred embodiment, a plate 920 (FIG. 9a) extends along the overlap940 between the truck frame 830 and the coach spine 820 and connects thetruck frame 830 to the coach spine 820 (e.g., bolted and weldedthereto). A first cross member 930 (FIG. 9(c)) extends across the frontportion 780 of the truck frame 830 and connects the coach spine 820 tothe truck frame 830 and to the rear wall 910 and the upper deck of thepassenger area as illustrated in FIGS. 9(a) and 9(d). A three-part crossmember 950 a-c extends across the truck frame 830 between the side walls960 a,b along the rear wall 910 within the passenger area 120 a andconnects the coach spine 820 to the truck frame 830 and to the rear wall910 and side walls 960 a,b (FIG. 9(c)). Preferably, the rear wall 910 ofthe passenger area 120 a is also structurally enhanced to transfer loadstresses between the passenger area 120 a and the freight area 130 a.

[0105] In addition to the above described connection between the truckframe 830 and the coach spine 820, the three-dimensional region 840preferably also includes rear support members 970 (FIGS. 9a, 9 b)connected to the truck frame 830 and the rear wall 910 and front supportmembers 975 (FIGS. 9(a) and 9(d)) at the forward portion 780 of thetruck frame 830. The rear support members 970 extend vertically upwardfrom the truck frame 830 to the second level 980 (e.g., the floorstructure of the second level in a double-decker passenger area) and arefurther connected to the rear wall 910 and to the second level 980. Thefront support members 975 are also connected to the truck frame 830 atthe first cross member 930 and extend vertically upward from the truckframe 830 to the second level 980 where the front support members 975are further connected to the second level 980 and over to the side walls960 a,b. Preferably, diagonal support members add further support to thethree-dimensional region 840. Specifically, a first diagonal supportmember 990 (FIG. 9(a)) is connected to the truck frame 830 at the firstcross member 930 and extends diagonally upward to the second level 980above the second cross member 950 a. A second diagonal support member995 is connected to the truck frame 830 at the second cross member 950 aand extends diagonally upward to the second level 980 above the firstcross member 930. Preferably, the first and second diagonal supportmembers 990, 995 crisscross one another substantially at the respectivemidpoints (i.e., at or near the midpoints) as shown in FIG. 9(a). Assuch, the truck frame 830 and the coach spine 820 are connected to oneanother and to the passenger area 120 a (i.e., in the three-dimensionalregion 840 defined above) so that when a load is placed on the freightarea 130 a, the forces (explained in more detail below) are distributedover the truck frame 830 and into the passenger area 120 a.

[0106] It is to be expressly understood that the above description ofthe three-dimensional region 840 is a preferred embodiment, however,other structural connections are possible under the teachings of thepresent invention. For example, additional or fewer support and crossmembers can be used and/or members can be integrally formed and need notbe distinct components. Alternatively, in other embodiments, thethree-dimensional region 840 need not be within the passenger area 120 aor can be partially within and partially behind the passenger area 120a. In such an embodiment, for instance, the truck frame 830 and thecoach spine 820 could overlap behind the passenger area 120 a beneaththe freight area 130 a. In yet another embodiment (not shown), supportmembers can extend diagonally from the freight area 130 a (e.g., thetruck frame above the drive axle 760) to connect at the rear wall 910.Any number of designs can be used to connect the truck frame 830 in athree-dimensional region 840 to the coach spine 820 and provide thestructural integrity required to properly distribute the forces actingon the vehicle 100 a (as explained in more detail below) whilemaintaining the comfort of the ride for passengers in the passenger area120 a.

[0107] The three-dimensional region 840 can be described in summary withrespect to FIG. 9(d) as follows. The truck frame 830 beneath the freightarea 130 a extends through the rear wall 910 (see FIG. 9(a)) of thepassenger area 120 a and overlaps (i.e., 940 in FIG. 9(a)) the coachspine 820 and is interconnected along the overlap 940 by a plate 920. Afirst cross member 930 extends across the front portion 780 (FIG. 9(c))of the truck frame 830 and connects the coach spine 820 to the truckframe 830. In addition, a three-part cross member 950 a,b,c extendsacross the truck frame 830 between the side walls 960 a,b (FIG. 9(c))along the rear wall 910 (FIG. 9(a)) within the passenger area 120 a andconnects the coach spine 820 to the truck frame 830 and to the rear wall910 and side walls 960 a,b, respectively. The rear support members 970are connected to the truck frame 830 at the rear wall 910 and extendvertically upward to the second level 980 and are further connected tothe rear wall 910 and to the second level 980 and also can extend to thesidewalls 960 a,b. Similarly, front support members 975 are connected tothe truck frame 830 at the first cross member 930 and extend verticallyupward to the second level 980 and are further connected to the secondlevel 980. First and second diagonal support members 990, 995 areconnected to the truck frame 830 near the first and second cross members930, 950 a, respectively, and extend diagonally upward to connect to thesecond level 980 above the second and first cross members 950 a, 930respectively. As shown in FIG. 9(d), the first and second diagonalsupport members 990, 995 crisscross one another at the respectivemidpoints (e.g., at 997). Thus, the truck frame 830 and the coach spine820 are integrally connected so that when a load (e.g., container 150)is placed on the freight area 130 a, it is distributed over the truckframe 830 and into the passenger area 120 a.

[0108] 11. Illustration of Force Distribution.

[0109] FIGS. 10(a)-(c) illustrate the distribution of forces over thevehicle 100 a under various loadings. In FIG. 10(a), the freight area130 a is unloaded. Downward forces 1100, 1110, and 1120 due to theweight of the vehicle 100 a (and passengers, luggage, etc.) act on thefront axle 750, drive axle 760, and tag axle 770 (and associatedwheels), respectively. These forces are relatively small when thefreight area 130 a is unloaded, and therefore the retractable axle 600need not be extended. However, retractable axle 600 can be extended evenwhen the freight area 130 a is empty to vary the traction of the vehicle100 a if necessary (e.g., on steep or snow-covered roads).

[0110] In FIG. 10(b), a partial load (e.g., freight 620) has been placedon the freight area 130 a (e.g., the vehicle 100 a is being loaded orhas unloaded part of its freight). The forces 1100, 1110, and 1120continue to act at the respective positions on the vehicle 100 a,however, these forces have begun to increase due to the partial loadplaced on the freight area 130 a. Initially, the retractable axle 600need not be extended as these forces are not significant enough torequire the additional support from the retractable axle 600. Onceagain, however, the retractable axle 600 can be extended if necessary.

[0111] In FIG. 10(c), the freight area 130 a has been fully loaded tosuch an extent where the forces 1100, 1110, and 1120 have become toogreat for the axles 750, 760, and 770 to safely handle alone. Therefore,preferably before exceeding a predetermined load limit (i.e., based onstructural, safety and government regulatory considerations), theretractable axle 600 (and associated wheels) is lowered to its extendedposition and thus bears at least part of the load (e.g., force 1130acting on the retractable axle 600) and reducing the forces 1100, 1110,and 1120 on the other axles. As such, the retractable axle 600 increasesthe freight hauling capacity of the vehicle 100 a (preferably up to20,000 lbs).

[0112] Table II illustrates the estimated weight (in pounds) of thevehicle 100 a (i.e., “Gross”) and on each axle under various loadingconditions. TABLE II Load Gross Front Drive Tag Lift No passengers/28,586 14,496 15,021  −931    0 No freight Passengers/No 34,092 18,72817,840 −2476    0 freight Maximum Load 54,092 13,995 18,022  9,95912,116 (retractable axle extended)

[0113] In addition, forces acting on the three-dimensional region 840between the truck frame 830 and the coach spine 820 (see FIG. 9(d)) arealso shown in FIGS. 10(a)-(c). These forces include a horizontal force1200 (caused by forward motion of the vehicle 100 a), twisting force1210 (caused by the vehicle 100 a turning in either direction), andbending moment 1220 (caused by the weight of the passenger area 120 aand the freight area 130 a and associated loads). The three-dimensionalregion 840 and the axle and wheel arrangement described above, includingthe retractable axle 600 (i.e., lowering the retractable axle 600results in a force variation due to a changed weight distribution on theaxles), maintain the structural integrity of the vehicle 100 a under thevarious loading conditions illustrated above and driving conditions(e.g., uphill, around turns, etc.) so that the connection between thecoach spine 820 and the truck frame 830 does not weaken.

[0114] It is to be expressly understood that the illustration in FIGS.10(a) through 10(c) and the values given in Table II are merelyillustrative of a preferred embodiment of the present invention and arenot intended to limit the present invention. In addition, more axles andwheels can be provided and variously arranged. Likewise, additionalretractable axles can be used in other embodiments, whereas vehiclescarrying lighter loads need not have a retractable axle at all (see theembodiment of FIG. 1).

[0115] 12. Engine Position.

[0116] A conventional engine 740 (e.g., Detroit Diesel Series 60) ispreferably positioned at the rear portion of the vehicle 100 a beneaththe freight area 130 a (FIGS. 7 and 11). In such an embodiment, theengine 740 is disposed between a forward region 1310 and a rearwardregion 1320. The forward region 1310 is defined by a ground clearanceheight H_(G1) and a vehicle height H_(V) and the rearward region 1320 isdefined by the departure angle D and the vehicle height H_(V). That is,the vehicle 100 a has a first predetermined ground clearance H_(G1)(i.e., the distance from the ground to the lower-most part 1330 of thecoach body) based on a variety of factors such as governmentregulations, gross vehicle weight, desired handling characteristics,etc. In addition, the rear portion of the vehicle 100 a preferablytapers upward from the lower-most part of the coach body toward the endportion of the coach body along the departure angle D. The departureangle D is based on a variety of factors including governmentregulations, overall vehicle length, etc., and provides sufficientclearance when the vehicle 100 a encounters changes in the road grade. Asecond predetermined ground clearance H_(G2) (i.e., the distance fromthe ground to the bottom 1330 of the vehicle 100 a along the departureangle D) can be determined geometrically based on the departure angle D.These two points (i.e., defined by H_(G1) and H_(G2)) are the lowerlimits within which the engine 740 can be placed while maintaining thedesired ground clearance levels H_(G1), H_(G2) in the rear portion ofthe vehicle 100 a. The upper limits can be determined based on thevehicle height H_(V) (i.e., including the vehicle, and associated groundclearances), and the height of any freight loaded thereon, H_(L). Theoverall vehicle height H_(V) is no greater than the maximum allowablevehicle height H_(DOT) (i.e., based on government regulations and/ordesired clearances), and is preferably lower (i.e., by a desired factorof safety H_(S)). Hence, the height of the engine 740 in the forwardregion 1310 (i.e., H_(E1)) and in the rearward region 1320 (i.e.,H_(E2)) preferably does not exceed the vehicle height H_(V) less thedesired ground clearance levels H_(G1), H_(G2), less the desired heightof the freight loaded thereon (i.e., HL).

[0117] Under the above described embodiment, the forward region can bedefined mathematically such that:

H _(E1) ≈H _(V) −H _(L) −H _(G1)

[0118] where:

[0119] H_(E1) is the height of the engine in the forward region,

[0120] H_(V) is the vehicle height,

[0121] H_(L) is the height of the load placed on said freight area,

[0122] H_(G1) is the ground clearance height in the forward region.

[0123] Likewise, the rearward region 1320 can be defined mathematicallysuch that:

H _(E2) ≈H _(V) −H _(L) −H _(G2)

[0124] where:

[0125] HE₂ is the height of the engine in the rearward region,

[0126] H_(V) is the vehicle height,

[0127] H_(L) is the height of the load placed on said freight area,

[0128] H_(G2) is the ground clearance height in the rearward region.

[0129] It is to be expressly understood that the above definedmathematical expressions are intended to be illustrative of the limitswithin which the engine 740 is positioned in the rear portion of thevehicle 100 a and other mathematical expressions can be used to definethe positioning of the engine in the rear portion of the vehicle 100 a.In addition, when the rear portion of the vehicle 100 a is parallel tothe ground (or the engine 740 is positioned parallel to the ground), thevertical clearance of the forward region 1330 and the rearward region1320 will be equal to one another and hence separate equations need notbe used to calculate the vertical clearance. Furthermore, the engine 740need not be positioned precisely at the upper and lower calculatedlimits, and these dimensions are intended only as a guide used toposition the engine 740 in the rear portion of the vehicle 100 a. Forexample, where a smaller engine is used, the engine 740 can bepositioned at any suitable position between the calculated upper andlower limits and at any desired angle therein. In yet other embodiments,the engine 740 need not be positioned at the rear portion of the vehicle100 a, and can instead be positioned beneath the passenger area 120 a,at the three-dimensional region 840 of the truck frame 830 and the coachspine 820, or any other suitable position on the vehicle 100 a.

[0130] The engine 740 is fastened directly to the truck frame 830 usingany suitable fasteners. That is, as shown in FIG. 7 the engine 740preferably mounts at 741 a and 741 b (and on opposing sides, not shown)to the truck frame at 741 c and 741 d, respectively. However, it is tobe expressly understood that additional or fewer engine mounts can beused and positioned at any suitable position on the engine 740 and truckframe 830. Indeed, engine mounts 741 can be formed as part of the engine740 or the truck frame 830. Alternatively, an engine carriage (notshown) can be positioned at the rear portion of the vehicle 100 a (e.g.,fastened to the truck frame and positioned according to the abovedescribed equations) and the engine 740 is then fastened to the enginecarriage. The engine carriage would thus provide additional support andprotection for the engine 740. Once the engine 740 has been positioned(e.g., using the above described equations), the engine 740 can besituated therein in any suitable manner that provides the requisitepower to the drive axle 760. Situating the engine 740 and making thenecessary adjustments (e.g., aligning the drive shaft 762, providing thedesired torque and power, etc.) within the above-described limits iswithin the scope of one skilled in the art.

[0131] 13. Examples of Use.

[0132] The flexibility of the vehicle 100 a (i.e., that it can carrypassengers and different loads with little or no modification) allowsthe vehicle 100 a to operate in many different passenger and freightmarkets in different manners. The following are examples and are notmeant to limit the teachings of the present invention in any way.

[0133] In one example, freight is shipped between destinations withoutinterrupting passenger scheduling. In this example, the vehicle 100 afirst stops at a freight staging area in Destination City A where it isloaded with an intermodal container destined for Destination City C. Thevehicle 100 a then proceeds to the passenger station in Destination CityA where passengers board (i.e., into passenger area 120 a). The vehicle100 a travels to Destination City B as an express coach. Upon arrivingin Destination City B, the passengers disembark at the Destination CityB passenger station and the vehicle 100 a proceeds to the DestinationCity B rail yard. The intermodal container 150 a is removed from thevehicle 100 a and loaded onto a freight train bound for Destination CityC. The vehicle 100 a can either be reloaded at the rail yard or proceedto a freight staging area in Destination City B to be reloaded (i.e.,with an intermodal container destined for Destination City A) beforereturning to the Destination City B passenger station to pick uppassengers destined for Destination City A. As such, the passengerscheduling is unaffected by the delivery of freight (i.e., passengers donot wait for freight to be loaded/unloaded). In addition, the operatorof vehicle 100 a is compensated for the transportation of the intermodalcontainer 150 a from Destination City A to Destination City B,permitting the operator to reduce passenger fares between DestinationCity A and Destination City B while consistently maintaining the route'sprofitability. In this example, the vehicle 100 a can also operate witha multiple driver team and operate virtually non-stop (i.e., except torefuel) along the route, providing a low cost alternative to flying orrail transportation for passengers. A gallery in the passenger area 120a can provide refreshments for the passengers between refueling stops.

[0134] In another example, routes are expanded to service passengers inrural or outlying areas. That is, the vehicle 100 a departs fromMetropolitan City with packages and passengers, if any, and travels toOutlying Towns A, B, and C. The vehicle 100 a arrives in Outlying Town Aand stops at the local Post Office to unload mail. The vehicle 100 a mayalso stop at a local warehouse to deliver and/or pick up additionalpackages before or after stopping at the local passenger station to pickup and/or drop off passengers. It is to be understood that the freightcan be picked up first, then the passengers, in reverse where thepassengers are picked up first and then the freight, or the passengersand freight can be picked up and dropped off simultaneously. The vehicle100 a then continues to Outlying Town B and Outlying Town C, making oneor more stops at each town to load and unload packages and passengers,if any. Passengers may also embark/disembark at any of the stops (e.g.,the Post Office) and a separate passenger station need not be provided.In this example, although passengers must wait at each stop for packagesto be loaded and/or unloaded, the passengers now have a transportationoption between these outlying areas that may not have existedpreviously. In addition, the operator of the vehicle 100 a makes aprofit from transporting packages to these areas whether or not thereare any passengers on a given day.

[0135] It is understood that the above examples are merely illustrativeof uses for the vehicle 100 a, and other uses are contemplated under theteachings of the present invention.

[0136] The foregoing discussion of the invention has been presented forpurposes of illustration and description. Further, the description isnot intended to limit the invention to the form disclosed herein.Consequently, variation and modification commensurate with the aboveteachings, within the skill and knowledge of the relevant art, arewithin the scope of the present invention. The embodiment describedherein and above is further intended to explain the best mode presentlyknown of practicing the invention and to enable others skilled in theart to utilize the invention as such, or in other embodiments, and withthe various modifications required by their particular application oruses of the invention. It is intended that the appended claims beconstrued to include alternate embodiments to the extent permitted bythe prior art.

We claim:
 1. An intermodal coach comprising: a passenger area; a flatbedarea adjacent said passenger area; a chassis supporting both saidpassenger area and said flatbed area; an intermodal container;attachments connected to said flatbed area, said attachments removablysecuring said intermodal container to said flatbed area of saidintermodal coach.
 2. The intermodal coach of claim 1 wherein saidintermodal container is wrapped in a cover.
 3. The intermodal coach ofclaim 1 wherein said intermodal container has advertising displayedthereon.
 4. The intermodal coach of claim 1 wherein said passenger areahas at least two levels.
 5. The intermodal coach of claim 1 wherein thetop of said passenger area is substantially flush with the top of saidintermodal container when said intermodal container is loaded on saidflatbed area.
 6. The intermodal coach of claim 1 wherein the sides ofsaid intermodal container are substantially flush with the sides of saidpassenger area when said intermodal container is loaded on said flatbedarea.
 7. The intermodal coach of claim 1 further comprising a pancakeengine, said pancake engine positioned beneath said flatbed area.
 8. Theintermodal coach of claim 1 further comprising an engine, said enginepositioned beneath said flatbed area.
 9. The intermodal coach of claim 1further comprising four attachments, each attachment connected to onecorner of said flatbed area.
 10. The intermodal coach of claim 1 furthercomprising eight attachments connected to said flatbed area.
 11. Theintermodal coach of claim 1 further comprising an electronic routingsystem displaying at least the destination of said intermodal container.12. The intermodal coach of claim 1 wherein said chassis further has aframe, an intermodal support, and a bus suspension.
 13. An intermodalcoach comprising: a forward double-decker passenger area; a flatbed areaextending rearward from said passenger area; a coach chassis having aframe, an intermodal support, and a bus suspension, said coach chassissupporting both said forward double-decker passenger area and saidflatbed area; an intermodal container, the top of said passenger areaflush with said intermodal container and the sides of said intermodalcontainer inset from the sides of said passenger area when saidintermodal container is loaded on said flatbed area; and at least fourattachments, each of said at least four attachments connected to acorner of said flatbed area, said at least four attachments removablysecuring said intermodal container to said flatbed area of saidintermodal coach.
 14. A vehicle comprising: a passenger area having aplurality of passenger seats and at least one passenger luggagecompartment; a freight area rearward of said passenger area; a forwardframe supporting said passenger area; and a rearward frame supportingsaid freight area, said rearward frame connected to at least saidforward frame in a three-dimensional region to support both saidpassenger area and said freight area.
 15. The vehicle of claim 14wherein said forward frame is a partial coach spine and said rearwardframe is a partial truck frame.
 16. The vehicle of claim 14 furthercomprising a secondary frame connected to said rearward frame to supporta load when placed thereon.
 17. The vehicle of claim 14 furthercomprising at least one freight container removably connected to saidfreight area.
 18. The vehicle of claim 17 wherein said at least onefreight container is an intermodal container.
 19. The vehicle of claim17 wherein said at least one freight container is an airline bellycontainer.
 20. The vehicle of claim 17 wherein said freight container isremovably connected to said freight area with interlocking attachments.21. The vehicle of claim 17 wherein the top of said passenger area issubstantially flush with the top of said freight container.
 22. Thevehicle of claim 17 wherein the sides of said freight container aresubstantially flush with the sides of said passenger area.
 23. Thevehicle of claim 14 wherein said passenger area has at least two levels,each said level having said passenger seats therein.
 24. The vehicle ofclaim 14 further comprising an overload warning system signaling thedriver when a load placed on said freight area exceeds a predeterminedload limit.
 25. The vehicle of claim 14 further comprising a suspensionsystem supporting said passenger area and said freight area, saidsuspension system providing a consistently comfortable ride topassengers in said passenger area when there is no load, a partial load,and a full load.
 26. The vehicle of claim 25 wherein said suspensionsystem further includes air springs.
 27. The vehicle of claim 26 whereinsaid air springs are adjustable based on a gross vehicle weight.
 28. Avehicle comprising: a passenger area having two passenger levels and apassenger luggage compartment; a plurality of passenger seats on saidtwo passenger levels of said passenger area; a freight area rearward ofsaid passenger area; a suspension system having adjustable air springs,said suspension system supporting said passenger area and said freightarea and providing a consistently comfortable ride to passengers in saidpassenger area when loaded to varying degrees; a freight container;interlocking attachments connected to said freight area, saidinterlocking attachments removably securing said freight container tosaid freight area; a coach spine beneath said passenger area; and atruck frame beneath said freight area, said truck frame integrallyconnected to said coach spine to support both said passenger area andsaid freight area.
 29. A vehicle comprising: a passenger area, saidpassenger area having a ceiling level, a rear wall and opposing sidewalls; a forward frame supporting said passenger area and extending tosaid rear wall; a freight area, said freight area having a rearwardframe overlapping said forward frame, said freight area supporting aload when placed thereon; a three-dimensional area connecting saidforward frame and said rearward frame.
 30. The vehicle of claim 29wherein said three-dimensional area further comprises: a first crossmember extending across the front portion of said rearward frame andconnecting said forward frame to said rearward frame; and a second crossmember extending across said rearward frame at the rear wall, saidsecond cross member connecting said forward frame to said rearward frameand to said rear wall, said load when placed on said freight area beingdistributed over said rearward frame and into said passenger area. 31.The vehicle of claim 29 further comprising a plate connecting saidforward frame to said rearward frame.
 32. The vehicle of claim 31wherein said plate extends the entire length of the overlap between saidforward frame and said rearward frame.
 33. The vehicle of claim 30wherein said second cross member is a three-part member extending acrossthe rear wall between said opposing side walls and connected to the rearand side walls.
 34. The vehicle of claim 29 further comprising rearsupport members connected to said rearward frame at said rear wall andextending vertically upward therefrom to the ceiling level, said rearsupport members further connected to said rear wall and to said ceilinglevel to distribute the force from the load over said freight area andsaid passenger area.
 35. The vehicle of claim 30 further comprisingfront support members connected to said rearward frame at said firstcross member and extending vertically upward therefrom to the ceilinglevel, said front support members further connected to said ceilinglevel to distribute the force from the load over said freight area andsaid passenger area.
 36. The vehicle of claim 30 further comprising: afirst diagonal support member connected to said rearward frame at saidfirst cross member and extending diagonally upward therefrom andconnected to the ceiling level above said second cross member; a seconddiagonal support member connected to said rearward frame at said secondcross member and extending diagonally upward therefrom and connected tothe ceiling level above said first cross member, said first and seconddiagonal support members crisscrossing one another substantially at therespective midpoints.
 37. The vehicle of claim 29 wherein said forwardframe is a coach spine and said rearward frame is a truck frame.
 38. Thevehicle of claim 29 wherein said rearward frame extends through saidrear wall and overlaps said forward frame within said passenger areathereby reducing the forces at the connection between said forward frameand said rearward frame by distributing at least part of the load onsaid freight area over said passenger area.
 39. The vehicle of claim 38wherein said rearward frame extends into said passenger area andoverlaps with said forward frame for substantially forty to fifty inchesfrom said rear wall.
 40. A vehicle comprising: a passenger area having afirst and a second level, a rear wall and opposing side walls; a coachspine supporting said passenger area and extending to said rear wall; afreight area carrying a load when placed thereon; a truck frame beneathsaid freight area, said truck frame extending through said rear wall ofsaid passenger area and overlapping said coach spine; a plate extendingalong the overlap between said truck frame and said coach spine, saidplate connecting said truck frame to said coach spine; a first crossmember extending across the front portion of said truck frame andconnecting said coach spine to said truck frame; and a three-part crossmember extending across said truck frame between said side walls alongsaid rear wall within said passenger area, said second cross memberconnecting said coach spine to said truck frame and to said rear andside walls; rear support members connected to said truck frame at saidrear wall and extending vertically upward therefrom to the second level,said rear support members further connected to said rear wall and tosaid second level; front support members connected to said truck frameat said first cross member and extending vertically upward therefrom tothe second level, said front support members further connected to saidsecond level; a first diagonal support member connected to said truckframe at said first cross member and extending diagonally upwardtherefrom and connected to the second level above said second crossmember; a second diagonal support member connected to said truck frameat said second cross member and extending diagonally upward therefromand connected to the second level above said first cross member, saidfirst and second diagonal support members crisscrossing one another atthe respective midpoints; said truck frame thereby connected to saidcoach spine to distribute said load over said truck frame and into saidpassenger area when said load is placed on said freight area.
 41. Avehicle comprising: a passenger area; a freight area to support a loadwhen placed thereon, said freight area integrally connected to saidpassenger area; a front axle beneath the front portion of said passengerarea; at least one rear axle beneath the rear portion of said freightarea; and a retractable axle beneath said freight area and between saidpassenger area and said at least one rear axle, said retractable axlemovable between a retracted position and an extended position, saidpassenger area and said freight area supported by said front axle andsaid at least one rear axle when said retractable axle is in saidretracted position, said passenger area and said freight area supportedby said front axle, said at least one rear axle, and said retractableaxle when said retractable axle is in said extended position to increasethe freight hauling capacity of said vehicle.
 42. The vehicle of claim41 further comprising an air spring suspension system.
 43. The vehicleof claim 41 further comprising an air lift mechanism to move saidretractable axle between said extended position and said retractedposition.
 44. The vehicle of claim 41 wherein said retractable axle ismoved to said extended position to provide additional traction for saidvehicle.
 45. The vehicle of claim 41 wherein said retractable axle ismoved to said extended position when said load meets and exceeds apredetermined weight, said retractable axle thereby bearing at leastpart of said load.
 46. The vehicle of claim 41 wherein said at least onerear axle further comprises a pair of axles.
 47. The vehicle of claim 46wherein said pair of axles further comprises a drive axle and a tag axlebehind said drive axle.
 48. The vehicle of claim 46 wherein said driveaxle is supported by a trailing arm suspension.
 49. A vehiclecomprising: a passenger area; a freight area to support a load whenplaced thereon, said freight area integrally connected to said passengerarea; an air spring suspension system to provide a consistentlycomfortable ride to said passenger area; a front axle beneath the frontportion of said passenger area; a drive axle supported by a trailing armsuspension; a tag axle behind said drive axle, said drive axle and saidtag axle positioned beneath the rear portion of said freight area; aretractable axle beneath said freight area and between said passengerarea and said drive axle; and an air lift mechanism to move saidretractable axle between a retracted position and an extended position;said passenger area and said freight area supported by said front axle,said drive axle and said tag axle when said retractable axle is in saidretracted position, said passenger area and said freight area supportedby said front axle, said drive axle, said tag axle, and said retractableaxle when said retractable axle is in said extended position to increasethe freight hauling capacity of said vehicle.
 50. A vehicle comprising:a passenger area; a freight area to support a load when placed thereon,said freight area integrally connected into a three-dimensional regionin the rear of said passenger area so as to distribute forces from saidload over said three-dimensional region; a front set of wheels beneaththe front portion of said passenger area; at least one rear set ofwheels beneath the rear portion of said freight area; and an enginebeneath the rear portion of said freight area and rearward of said atleast one rear set of wheels.
 51. The vehicle of claim 50 wherein saidforces include at least a vertical force, a horizontal force, a bendingmoment, and a rotational force.
 52. The vehicle of claim 50 wherein saidat least one rear set of wheels further comprises: a pair of dual drivewheels; a pair of tag wheels behind said pair of dual drive wheels. 53.The vehicle of claim 50 further comprising a set of retractable wheelsmovable between a retracted position and an extended position.
 54. Avehicle comprising: a passenger area; a freight area to support a loadwhen placed thereon, said freight area integrally connected to saidpassenger area; a front set of wheels beneath the front portion of saidpassenger area; a pair of dual drive wheels beneath the rear portion ofsaid freight area; a pair of tag wheels behind said pair of dual drivewheels; and a pair of retractable wheels movable between a retractedposition and an extended position, said retractable wheels bearing atleast part of the load on said freight area when said retractable wheelsare in the extended position.
 55. A vehicle comprising: a freight areato support a load when placed thereon; an engine under the rear portionof said freight area, said engine disposed between a forward region anda rearward region, said forward region defined by a ground clearanceheight and a vehicle height such that: H _(E1) ≈H _(V) −H _(L) −H _(G1)where: H_(E1) is the height of the engine in the forward region, H_(V)is the vehicle height, H_(L) is the height of the load placed on saidfreight area, H_(G1) is the ground clearance height in the forwardregion; said rearward region defined by the departure angle and thevehicle height such that: H _(E2) ≈H _(V) −H _(L) −H _(G2) where: H_(E2)is the height of the engine in the rearward region, H_(V) is the vehicleheight, H_(L) is the height of the load placed on said freight area,H_(G2) is the ground clearance height in the rearward region.
 56. Thevehicle of claim 55 wherein the vehicle height is less than a maximumpredetermined vehicle height.
 57. The vehicle of claim 55 wherein thevehicle height includes the load on said freight area.
 58. The vehicleof claim 55 wherein the ground clearance height in the forward regionH_(G1) and the ground clearance height in the rearward region H_(G2) aredefined at least in part by a departure angle D.